It’s such a condescending motoring-writer thing to say that the cheaper model in a range is actually the more satisfying. But we couldn’t help ourselves with the launch of the Cupra Tavascan last year, because we felt the balance of driver-appeal and value-for-money swung from the flagship VZ to the entry-level V, for a variety of reasons.
After extended time in both models (read our VZ full review here), we’re still half-convinced. But only half. Bear with us.
The key difference between the V and VZ is an extra motor. The V gets a 210kW unit at the rear, while the VZ adds another at the front to create a combined 250kW. Which is more, but not a whole lot more; it’s 1.2 seconds faster to 100km/h, but with the immediate takeoff offered by electric power, the V’s 6.8sec feels plenty perky enough, especially when you consider the Tavascan is less about gung-ho driving and more about nicely balanced controls and handling.
Yeah, about that. The VZ has AWD traction of course, but we do genuinely prefer the RWD feel of the V in brisk driving. That wouldn’t be the case if the Tavascan chassis wasn’t so well sorted, but it’s a pleasing dynamic package.
You do lose out on the VZ’s adaptive Dynamic Chassis Control (DCC), which gives a broader range of chassis tuning (15 different levels of firmness if you must), meaning a smoother ride at its softest and much more stiffness at the upper reaches. But it’s not day-and-night, and the V is still still nicely set up - albeit on the firmer side of what you might expect from a family SUV. But that’s the idea with a Cupra.
After extended time in both Tavascan models, we’re still half-convinced the entry V is preferable. But only half. Bear with us.
The other thing about Tavascan is that the two models are very similar specification-wise. You can’t have the 21-inch copper-highlight wheels on the V is that’s your vibe, but we rather like the black highlights on the standard 20in Heckla design. And the smaller rim size helps with the ride, while still filling out the arches quite nicely.
Tavascan is quite lavishly equipped regardless, so what’s really missing from the V? Only the Matrix LED headlights (which are quite good, admittedly) and the panoramic sunroof. Everything else is the same.
For a quick spin, we’d take the Tavascan V over the VZ, thank you.
So you can see our argument about the V over the VZ, especially at the launch price of $89,900 versus $109,000 for the VZ. But “launch price” is the operative phrase here, because for whatever reason Cupra New Zealand immediately realigned pricing post-launch to $84,900 and $95,900; that’s right, a $15k drop for the VZ but only $5k for the V.
That works well for Cupra NZ, because right from the start, it said the VZ would be the volume-seller. It also means we now have to acknowledge the VZ looks like the much better-value package given the AWD, fancy lights and fancy suspension. But for a quick spin, we’d still take the V, thank you.